Vaporizer for explosive-engines.



No. 638,529. Patented Dec. 5, |899. B. C. VANDUZEN.

VAPORlZER FOR EXPLOSIVE ENGINES.

[Application filed Dec. 29, 1898.)

2 Sheets-Sheet I @ZW/265565 Ihre fr WJ# j MM/55% nnnnnnnn s mens co. now-urge.. wAsmuaon, n. c,

Patented-Dec. 5, |899. B. C. VANDUZEN.

VAPOBIZER FDR EXPLUSIVE ENGINES.

(Application filed Dec. 29, 1898.)

2 Sheets-Sheet 2.

(No Model.)

EH QF hw www mi, Q

Invent or gf'f@ PUERs co. moro-uma., wumucron u c NITED 'STATES PATENT OFFICE.

BENJAMIN O. VANDUZEN, OF WINTON PLACE, OHIO.

VAPORIZER FOR EXPLOSIVEENGINES.

SPECIFICATION forming part of Letters Patent No. 638,529, dated December 5, 1899.

Original application filed September 18, 1894, Serial No. 522.898. Divided .Tnly 1,1898, Serial No. 684,978. Again divided and this application led December 29,1898. Serial No. 700,612. @lo model.)

To @ZZ whom. it may concern.-

Beit known that LBENJAMIN C VANDUZEN, a citizen of the United States, and a resident of the town of WintonPlace,'in the county of Hamilton and State of Ohio, have invented certain new and useful Improvements in Engines, of which the followingisaspecication.

My improvements relate to that class of engines which are operated by the vapors or gases derived from gasolene, benzin, kerosene, and other oils.

The invention herein set forth is a division of one for which application was filed July 1, 1898, and which bore the serial number 684,978, and the said application Serial No. 684,978 is a division of my application, Serial No. 522,898, iled September 13, 1894, and which after division resulted in Letters Patent No. 609,253, dated August 16, 1898. -Due reference is hereby made to the said applications.

The improvements described and claimed herein relate to apparatus used to charge air or gas with vitalized hydrocarbons.

The several features of my invention and the various advantages derived from their use conjointly or otherwise will be apparent from the following description and claims.

In the accompanying drawings, making a part of this application, Figure l, Sheet 1, is a view, partly in elevation and partly in section, of mechanism embodying my invention. The section is taken in the plane of the dotted line 15, 15, and 15a' of Fig. 2, that face of the section being shown which faces downward in Sheet 2. Fig. 2, Sheet 2, is a horizontal section of the same mechanism, taken in the plane of the dotted line 14 14 of Fig. 3, the lower face of the section being shown. Fig. 3, Sheet 2, is a vertical section of the same mechanism, taken in the plane of the dotted line 15 15 15 15 of Fig. 2, that face of the section being shown which faces toward the bottom of Sheet 2. Fig. 4, Sheet 1, is a top view of a certain portion of the mechanism of my invention. This view, partly by solid and partly by dotted lines, contributes to illustrate certain features of my invention. Fig. 5 is a bottom view of the valve mechanism designed to regulate the ow of hydrocarbon to the carbureter. Fig. 6 is aview in elevation of this valve and stern and of the I surrounding case, valve-seat, and valve-stem, such case, seat, and stem being shown in vertical central section. Fig. 7 is an elevation of this valve and stem by themselves and showing an edge of the triangularstem turned toward the spectator. In Fig. 6 a flat side of the valve is turned toward the spectator.

Q indicates the main cylinder ofthe engine, and Q17thepiston-head moving within the cylinder. I envelop the cylinder with a shell or jacket. The space Q3 between the jacket and the cylinder, as well as the space Q5 in the cylinder-head Q4, is kept full of cool water to keep the cylinder cool during the operation ot' the engine.

Q28 indicates a passage connecting the spac Q3 to the space Q5, Q31 a passage connecting space Q5 with the passage Q50, and Qzfa space for the most part surrouudin g the receivingvalve and also the exhaust-valve, and through which the cool water is supplied to passage Q30 and thence to the cylinder. L4 indicates an overflow-pipe for discharging the Water from the water-spaces of the cylinder in order to allow cooler water to enter such spaces. As these water feed and delivery conduits form no part of the present invention, further description of them is omitted, with the remark that they may be varied as desired.

The exhaust passage or port V5 is duly connected with the discharge-pipe W25, the passage of gas through the same being duly regulated by a suitable valve, preferably one, as shown, consisting of the valve V8, valve-seat V7 therefor, and valve-stem V3, the latter sliding in a suitable guide.

It is to be understood that the engine is duly provided with a piston-rod, means for enabling that rod to transmit power, and means for duly operating the exhaust-valve and the receiving-valve.

The cylinder is duly supplied with carbureted air or gas through the port V5. The passage of the carbureted air or gas through the latter is regulated by a suitable receivingvalve, preferably one consisting of the valve V, having a seat V2 and a' stem V3, sliding in a guide V4. Below the valve-seat V2 is a IOO space which may be considered as a continuation of the supply-conduit T21. The latter, in

turn, receives its supply of carbureted air or gas from the carbureter. This carbureter constitutes an important feature of the present invention. It is constructed substantially as follows: The carbureter consists of two concentric chambers, (see Fig. 3,) an outer one T13 and an inner one T11. In the center of the carbureter is the air-chamber T15, connected at its lower end with the outer air and closed at top by the valve T1G when the latter is seated. As features of construction the vertical walls of the chamber T15 are in one with the lower head T1T of the carbureter. (See Fig. 3.) The valve-seat SVT16 of the valve T16 is formed upon the upper ends of the walls of the chamber T15, and the valve rises and reseats itself automatically.

In the annular chamber T11 of the carbureter are the mixing-spaces T13. These spaces are interconnected by means of interstices in the diaphragms T13. The latter are preferably made of a woven fabric, and of these gauze wire is a very desirable fabric. The space T13 is for the reception of the hot air and gases exhausted from the cylinder Q.

Y The upper head T30 of the carbureter rests upon the cylindrical part of the carbureter and is suitably secured thereto.

A conduit TS is present for admitting gasolene to the upper portion of the carbureterchamber T14 above the valve T13. It is provided with a valve T10, by which the flow of gasolene through this conduit may be increased or diminished or altogether stopped, as desired. There is also present a valve T33, which serves to admit a charge of gasolene to the carbureting-chamber T11 at every admission of carbureted air or gas to the cylinder Q. This latter valve T33has a stem T33, which rests upon the central portion of the valve T13. It has a seat T31 and a guideway T35. The valve T33 has a stem T33, which can slide up and down in this guideway T35. The latter also is made to serve as a conduit for the gasolene,as follows: The guide is circular in crosssection. The valve stem is triangular in cross-section, and the rounded edges T36 of it touch loosely the sides of the guideway. The gasolene, when the valve T33 is elevated, passes down the guideway past the flat sides of the stem T33 through the openings T37. (See Fig. 5.) 'When the valve T33 is seated, the bottom of its stem rests upon the top o'f the valve T1G or is in very close proximity to it. The elevation of the valve T1G serves to lift the valve-stem T33 and its valve T33, and as the valve T16 descends to its seat the valve T33 likewise falls until it is seated. Thus the movement of valve T16 controls the movement of the valve T33.

While various means for guiding the valve T16 may be employed, I utilize the exterior of the guide T35 of the Valve-stem T33 for guiding the valve T13. This is the means I prefer, as it results in a compact structure and one produced at a slight expense. The construction for this purpose consists of the sleeve ST13,

fixed at its lower end to the valve-plate T1U and sliding on the lower portion of the guide T35, which latter it embraces. Openings OST16 through the sleeve from the chamber thereof to its exterior are present to allow the gasolene admitted by valve T33 and coming down by the valve-stemto pass out onto the top of the valve T16 outside of the sleeve and duly run off, as hereinafter specified.

The operation of the foregoing apparatus is as follows: At a given descent of the piston Q17 the suction thereby caused is by the raising of valve V communicated to the carbureter-chamber T11 and raises valve T16 and allows air to come in and become carbureted, as hereinafter mentioned. This elevation of the valve T16 raises the valve T33 and admits gasolene from conduit T8 to the upper surface of the valve T13. Thence the gasolene runs out over the latter and slowly falls (trickles) from the outer periphery of the valve down upon the gauze T13 and thence passes into the upper chamber T13 and thence into the next chamber T13. This gasolene is commingled with air drawn in through the space T15, (covered by valve T15,) as the latter lifts, and past the valve. After the charge inthe main cylinder Q has been exploded and has passed out through the exhaust-port V3, &c., the next depression of the piston Q17 creates a vacuum in the cylinder Q, and the valve V being lifted a vacuum is also created in passage T31 and in the carbureting-chamber T11. This suction operates to lift the valve T16 and drawair from chamber T15--vizunder valve T13-and down through the chambers T1s and their ganzes, wet and dripping with gasolene, into the passage T31 and through the valvel V and port V5 into the cylinder Q. Thus the air is thoroughly and rapidly charged with the hydrocarbon vapor and enters the cylinder Q in condition to be used as an explosion to drive down the piston immediately after the latter has risen to the upperpoint of its stroke and has begun to descend. In this manner the successive charges of hydrocarbon vapor are made and are carried to the cylinder Q.

A valuable feature of my invention is the utilization of the heat of the waste products of combustion, to wit: I connect the exhaust- -port behind the valve V3 with the jacketchamber T13 of the carbureter, and I locate in the passage-way between the exhaust-valve and the carbureter a valve for regulating the amount of heated exhaust-gas, dac., which shall pass from the cylinder into the carbureter jacket-spaceT13. Thus W19 is a globevalve connected on one side to the exhaust chamber or port behind the valve and on the other to a conduit W30, and the latter is contin ned in a conduit W31 to the j acket-chamber T13, (around the carbureting-chamber T14.)

As the piston Q11 reaches the lower end of its stroke the exhaust-valve V3 opens and allows the burned products of combustion to leave the cylinder. Aportion of the products IOO IlO

of combustion passes immediately through the globe-valve W19 (when open) and thence, by way of passage 721, into the jacket T13 around the carbureter, 4thus enabling the hot Waste products of combustion to keep the carbureter warm. This disposition ot' the heat of all or a sufficient portion of the products of combustion is a very great advantage. Great difficulty has been experienced in keeping the temperature of the carbureter sufficiently high tor Working purposes in cold climates and in cold weather. Escape-steam or heated air from other sources has often had to be produced to keep the carbureter warm, and in man yinstances such production has been expensive, especially where steam or heated air had to be produced for the specific object of Warming the carbureter.

By my disposition of the heat of the waste products of combustion I am enabled to economize heat and to at all times, when necessary, keep the carbureter at a temperature sufficiently high to insure its perfect operation. The waste products of combustion after surrounding the carbureter issue from the jacketchamber T13 through a suitable opening or conduit W1"3 into the open air. TWhen desired, au exhaust pipe may connect with conduit NW3 and carry the Waste products ot combustion to another point and may there, if desired, discharge them into the open air. Those portions of the products of combustion which do not pass out of the exhaust-chamber (behind the exhaust-valve) pass through the exit W25, and are thence preferably carried to a muffler. This may be of any Well-known form, the form shown consisting of the cylindrical casing W12, made in two sections and held together by the hinge parts W16 and W'17, thus allowing free access to the interior arrangements of the mufding medium. The exhaust from the cylinder enters at the bottom from the pipe N25 and escapes through an opening in the top 729; but any form of mulier may be selected at will, as it forms no part of my present invention.

As a feature of construction the upper head -or top T20 of the carbureter is removable, and

the valve-chamber of valve T22 is connected thereto.

As heretofore remarked, the lower head or bottom T17 of the carbureter is preferably in one with the wall or walls of the central chamber T15. Such a construction increases the simplicity and economy of construction and 5 5 enables the parts of the carbureter to be more readily and quickly put together or separated. When the bottom and chamber T15 are re# moved., the liftlvalve can be brought away with them.

Vhat I claim as new and of my invention, and desire to secure by Letters Patent, is-- l. In a gas-engine, a carbureter, having a removable top T20 and a conduit and valve connected therewith, and the cylindrical body, forming chamber T14, and a removable bottom T17, and a central air-chamber T15, and a lift-valve thereon, this central chamber being in one with the bottom T17, this bottom, central chamber and litt-valve being removable together, substantially as and for the purposes specilied.

2. In agas-engine, the combination of a carbureter provided with a central air-inlet and a removable top, a tube for supplying oil passing through said top, an oil-valve located in said tube and extending through the end thereof into the top of the carbureter, and a hollow air-valve surrounding said oil-valve and the end of said tube and guided thereby, said valve being provided with lateral openings and seated on the upper end ofthe central air-inlet of the carbureter, substantially as described.

3. In a gas-engine, the combination ofa car bureter composed of a triple cylindrical casing, forming three passages, the central one for the air-inlet, the middle one acting as a carbureter-chamber, and the outer one as a heating-chamber, said middle chamber being provided with wire-gauze to thoroughly mix the air and the oil, a removable top for said carbureter, an oil-supply tube passing BENJAMIN C. VANDUZEN.

Attest:

EDWARD S. Lnnvirr, K. SMITH.

IOC 

